Gas-engine.



A. A.PAYSEN. GAS BNGNE. APELIGATION FILED @11.23.1912, A Qglygig, Patente@ @au 9, 1913,

2 SHEETS-SHEET l.

3l Z011? l ATTORN EY A. A. PAYSEN.

GAS ENGINE.

APPLICATION FILED AAPRJB, 1912.

Patented Dec. '9, 19 l 3 2 SHEETS-SHEET B.

wxTNEssEs glfl/)INVENTOR ATTORNEY CII ' specification.

l-FFEC.

ANDREW aravsmv, or omiii'rort, Iowa.

- eAsnNemn.

y A Speoication of Letters Patent.

Patented Dec. 9, E91

'Application med April 23, 1912. Serial No. 692,669.

To all whom it mag/concern: Y

Be ,it known that I, ANDREW A." PAYSEN, a citizen of the United States, residin at Clinton, in the county of Clinton and tate of Iowa, have invented a new andpuseul Gas-Engine, of which the following is a This invention has reference to improvements in gas engines, and is more particularly directed to thevalve structure for admitting the explosive mixture to the engine cylinder or cylinders and providing'for the exhaust of the burnt gases therefrom. f

lt is the object of the present. invention to provide for the use of large ports and large valve openings, so that the intake of the charge and the exhaustl ofthe burnt gases may he thorough, even though the engine, be traveling at great speed, while all valve noise is practically eliminated, the present invention doing away with all puppet valves, springs parts.

eicii port is controlled by rotatable valves, which latter are at least two in number for each port, and these valves maybemade to move simultaneously-in opposite directions,`

so as to largely increase the time'during which the valve is eilectively open 'and'to capable of moving into 'coincidence with the port of the other and into coincidence with a port leading to the interior of the engine cylinder. By making the last named port large the sleeve ports may simultaneously move into coincidencey one with the 'other and with the cylinder port, and this move-- 'V nient may be so timed that the port is open practically throughout one quarter v,cycle of movement of the engine, considering the engine as of the usual four cycle type, v vhile the portmay .be maintained in the closed condition during the remainingthree quarters of the cycle, although the valves be in constant motion.

The invention` will be best. understood from a consideration of the following detailed .description taken in connection with the accompanying'drawings forming a part of this spccitication, with the further understanding tliat while the drawingsl show a and other noise producing In accordance with the present invention'.

foniitted. F ig. 4 is asection on the line practical forni of the iiiventionit is: susceptible of other practical embodiments oi: modltied'forni, Wherefore the invention is sume various modified forms long :is such -not confined to any strict conformity with the showing of the drawings, but may asformsido not mark any material departure from the salient features of the invention.

In the drawings z-.l igure l is an elevation of a multi-cylinder engine showing the of Fig. l but-d'aivn to a larger scale f omitting distant parts. Fig. is an ciated group of sectional views of die valves, illustrating the different phases of operation. Fig. 6 is an associated group ot sectional views of a.4 valve showing different progressive phases of operation.

`Referring to the drawings there is represented an engine l' of the explosion type, the representation being more or less sche- .matic or typical of any suitable engine provided with .are shown, v1t being understood that the invention is applicable to a monoor a multiower cylinders 2, ot' which two cylinder engine, as may be desired. The engine 1 is indicated as provided 'with a power shaft Sand a fly wheel ft, as is customary in explosion engines. Each cylinder is shown as provided with vhead haring ports G and 7 therethrough, which ports are indicated in Fig. 4 and for convenir-nice of description the port 6 may be consid 'ed as the inlet port and the port. 7 as the exhaust port. The port 6 conin'iunicates through :i neck 8 with aV cylindrical sleeve creasing and the port 7 communicates through a neck 10 with a cylindrical sleeve or .casing il, the ,two sleeves or casings 9 and 1l constituting valve', casings. When the. invention is appliedto a single cylinder engine the valve casirgs 9 and l1 are comparatively short, butgwhen the invention is applied to .a muti-cylinder engine the casings l) and 11 may'extend over all the cylinders. As it 105 is customary to place the inlet ports on one sideof each cylinder head and the exhaust. ports on the other sider thereof, the casings 9 and 11 are shown in the drawings as arranged on ofpositc sides vof the coniiiion center line o the several engine cylinders.

Mounted 'within' the casing-'.9 is a cylinto theshaft 3 2, and thence to the -bevel drical valve member 12 and Within the valve 12 is another cylindrical valve member v13 concentric with thc valve 12 and both valves are concentric with the easing 9. Mounted 'within the easing l1 is a cylindrical valve member 14, und within the latter is another v'cylindrical member 15 arranged like the through one end of the'casing 9 and there carries gear wheels 2O and 21, respectively,

while' the valve member 13 has an axial extension 22 journaled in and extending through a portion 23 of a bracket 24 made fast to an adjacent cylinder 2, and beyond this bracketv extension 23 the shai'tlhke axial extension 22 of the valve member 13 carries axially. spaced gear wheels 25 and 26, re-

spectively.

T he valve member 1-1 is extended beyond A the casing 11 at'tlie end of the latter correspending to that en'd oi' the casing Q to which the valve. 12 isextended, and the exlended portion of the valve member 11 carries a gear wheel 27 in mesh'with the gear wheel 20. The valve member 15 has an axialshaftlike extension 28 beyond the .gear wheel 2l' 'at which latter the valve member 14 terminates, and the cuter end of the shaft extension 2 8 is provided with a journal bear ing 29 carried by the bracket extension 23 and beyond this bearing 29 the shaft 28 cnr- `ries a gear Wheel 30 meshing withv the gear wheel y25.

`The gear wheels' 21 and 2(5 are bevel gear wheels and both mesh ,with respectively opposite sides of a bevel gear wheel 31 mounted on one end of a shaft 32 having a journal bearing 33 carried by the bracket 24, while the other end of the shaft 32 has a step bearing 34 on a part of the engine frume and adjacent said step bearing carries a bevel gear 35 meshing with another bevel gear 36 on the power shaft 3 of the engine.' The arrangement is such that when the engine is running,v motion is transmitted from theA shaft 3 through thebevel gears. 35 and 36 gear 31.A By the said bevel gear 31 motion is transmitted to the two bevel gear wheels 21 and 26 cau-sing them to rotate in opposite directions. 'Motion is at the 'same time transmitted from the valve member 1 2 by way of gear wheels 20 and 27 to the valve.

member 14 and motion is transmitted from the shaft Aextension 22 by wayof4 the gear wheels 25' and 30 tothe valve member 15,

the a agement causing the valve members- `11 an `15 to rotate in opposite directions and also causing the valve members 12 and 13 to rotate in opposite directions, and While the direction of rotation of the matching `valve membersyof the two sets is 'opposite one to the other, this particulargfeature 1s not material tothe operation of the system.

In Fig. 5 th several phases of'operation of the valves in time with the several cycles of'the engine are shown and Fig. 5 also illustrates the relative angular displacementof the ports in the rotatable valves in a four cycle engine. In Fig. 5 the valves are shown as in four groups, A, B, C, D, and it may be assurr'id that the valve structures on the lett handside of the several groupsrepresent the intake valve structure of the` engine,

while those on the right handside repreV sent the exhaust valve structure of theongme, and for convenience 4of description 1t will be assumed that the several groups ind1 cate the intake and exhaust valve structures.

of a single cylinder. In group A thev valves 12 and 13 are turned about the axis of ro-v tation until their respective ports '1G' and 17 are in coincidence and also coincide with the passage through the neck 8 leading to the intake port G of the engine, which port is shown in Fig. 4 only. Considering the showin of the intake valve structure-in group .1. with reference to a clock face, the ports 1G and 17 are in the six oclockposition. Under these conditions the valyesslv and 15 are so positioned thatthe ort 18 of -the valve 14 is in the nine ocloc 4position and the port 19 of vthe valve '15 is in the three o"clock position. Suppose that'the valve 12 is turning counter-clockwise andthe valve 13 is turning clockwise.l Suppose, further, that the valve 14 'is rotating clockwise as the valve'.15 is rotating counter I clockwise. The position of the partsshown in group A represents the intake stroke of the piston of the engine at about midway of such intake stroke when the intake valve is fully open, the exhaust valve being fully closed. In a fou'r cycle engine the intake stroke is followed by the compression strokev and the intermediate position of the valvesA during such stroke 1s shown m group .13. The valve 12 has rotated sufficiently to carry its port l16 to the three oclock positionand 'I' the valve 13 has rotated sufliciently to carry its port 17 to the nineoeloek position, while the two valves 14 and 15 have rotated sutil-f kciently t'o bring' their jports/ bothto the .l

twelveoelock position; In vthese positions# both the intake and exhaust ponts of the enll gine are closed andthe compression stroke'l may be completed and the charge exploded".A

in the usual manner, while the piston' of'- .the 'engine starts on 'the power'stroke,and1.

when the power stroke reaches aboutv mid-point, the valves have turned'- 'until 'the 1';

`ports 16 and 17are'in the twelve oclock positionandthe ports 18 and 19 are in the three'. oclock and nine oclock positions, respectively, as shown 1n group C,

5 the engine ports 'still being closed. Ultimately the scavenging stroke of the engine piston commences and by` the time it has reached its mid-point the valve ports are in the operative positions shown in group D,

the ports 16 and 1 7 having reached the nine l ment of the two concentric valves on either the intake or exhaust valve structure is illustrated in F igt-6 where the valves which may be taken as the valves 1Q and 13 are shown at a so positioned that the ports 16 20 and 17 are about to begin to overlap.At o

the ports are shown'as further overlapping, and at c the two orts are shown as in full coincidence one with the other and with the passage through the neck 8. -'l'hemovement of the valves is so timed that the'steps illustrated in F ig. 6 take place in order and the valve members are carried to the full closedposition progressively during the respective movements of the engine piston, so that the goport begins to open, is carried to the full position is more readily attained than where a single valve'is employed and the' closing is also more rapid. v

To take up w ar and to prevent leakage,

the valves may @be tapered slightly inthe 40 direction of their length to "thereby maintain a snug lit without .undue friction.

The' valvfs are shown in the drawings as continuously rotating, but. a similar efeet is possiblewith the valves rocking, but the rotating-"form of valvefis to be preferred,

since all sudden changes in motion such as are caused by rocking movements are detrimental to the best effects. :i

Inbethe particular showing of the drawings 5o 'the inner intake valve 13-is hollow and is divided off by diaphragmsfintoseparate i i' chambers for each cylinder and both valves 12 and 18 are provided with ports 38 and 39, respectively, for each cylinder, these ports being arranged for coincidence with a pipe 40 opening through the casing 9 in4 such position as to be matched by the ports 38 and 3.9 when' in coincidence-dining the rotative movement ofthe valves 12 and 13. The pipes 40, one for each cylinder, may belcarried to a suitable source of fuel supply, such as a carburetor, so that each cylinder may receive a charge without respect tothe other` cvlinders. Itwillfbe understood, of course, :b'jthat the valve 13 may be longitudinally continuous throughout the range of all the cylinders and thereby form 'a4 reservoir from which the fuel is drawn whenever-the intake port of the eylinder'and'thep'ots 16 and 17 match. The ,salve lvis'hollow and this hollow portieri m'ay'be continuous throughout therange of the cylinders and may be utilized for the escape of the gases of combustion from all the cylinders, such gases being disposed of by any suitable means usually employed in connection with explosion engines.

It will be understood that other arrangements for the intake of fuel and exhausting of the burnt gases may be brought about by a properi'honstruction ofthe valves 12 and 13 and the valves 14 and 15, as wellas the casings 9 and l1, since ,these parts may be otherwise constructed than. shown in thel drawings without interfering with the use of oppositely rotating valve members co- Y acting to prolong the eliective opening of the valves during the period of time to which the opening and closing of the valves with respect to the engine ports is restricted.

The valve structure of the present inven: tion is useful in connection with the intake and exhaust of steam engines, and therefore is not of necessity limited in its use to eX- plosion engines.

What is claimed is 1.' An engine provided with a power cylinder and power shaft, intake and exhaust valve structures each, comprising a casing having a substantially cylindrical bore provided with a port communicating directly and independently of the port of the other casing with` the interior of the power cylinder,va pair of concentrically arranged valves in 'each casing and each provided with a port movable into coincidence one with the other and with the port in the casing, botli valves extending beyond the same end of th casing and the inner valve extending beyo'iid the corresponding extended end of the other valve, and,v driving connections between the power shat't at one end of the engine and Aboth valves at the same endof the engine bwhere extended beyond the corresponding end of the easing, said driving connections being constructed to cause the rotation of the valves simultaneously inopposite directions.

2. In a multi-cylinderengine, intake and exhaust valve structures each comprising a valve casing and an inner and outer valve member arranged concentric-ally within the casing, said valve members being eachprovided with as many ports as there are cylinders and the 4casing being similarly pro- I vided, andmeans r rotating the valve -members.jivithin each casing in opposite divrect1ons"`o ne to the otherto bring the valve portsinto 'coincidence one with the other and with the'port'l-in the casing, the inner vvalve of theffintalmvalve structure 'being' provided with chambers individual to the cylinders, as my own, I have hereto axed my signannd the inner Yalve' ofvthe exhaust vvalve ture 1n the presence of two witnesses. v structure having its interior freefrom ob- Y ANDREW A. PAYSEB.

v stru'ction to -receive the exhaust and convey Witnesses:

.5 it to one end of the engine; Y JJL. BoHNsoN,

In testimony, that I claim the foregoing 

